Classifications

• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
  • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
  • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
  • H01M8/04537—Electric variables
  • H01M8/04604—Power, energy, capacity or load
  • H01M8/04619—Power, energy, capacity or load of fuel cell stacks
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
  • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
  • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M16/00—Structural combinations of different types of electrochemical generators
  • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
  • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
  • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
  • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
  • H01M8/04858—Electric variables
  • H01M8/04925—Power, energy, capacity or load
  • H01M8/0494—Power, energy, capacity or load of fuel cell stacks
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
  • H02J1/10—Parallel operation of dc sources
  • H02J1/12—Parallel operation of dc generators with converters, e.g. with mercury-arc rectifier
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
  • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/12—Brake pedal position
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
  • H02J1/08—Three-wire systems; Systems having more than three wires
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
  • H02J1/08—Three-wire systems; Systems having more than three wires
  • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
  • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
  • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/30—Hydrogen technology
  • Y02E60/50—Fuel cells
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/64—Electric machine technologies in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

• the present invention relates to a power source system including a plurality of power supplies and a vehicle including the power source system.
• a fuel cell is a cell that obtains electrical energy by supplying a fuel gas such as hydrogen and an oxidant gas such as oxygen to an electrolyte membrane.
• Fuel cells are attracting attention as power sources with high power generation efficiency and excellent environmental performance.
• a vehicle equipped with a fuel cell may be provided with a battery such as a secondary battery in addition to the fuel cell in order to cut off the supply of power from the fuel cell or reduce the response of the fuel cell.
• a battery such as a secondary battery
• a power supply system in which a battery is connected to a motor in parallel with a fuel cell is disclosed.
• a DC-DC converter is provided between the battery and the motor to perform voltage matching between the fuel cell and the battery and to recover regenerative energy.
• the output of the battery is abnormally high, and the fuel cell is likely to be in an abnormal state.
• the battery can only be operated via a DC-DC converter.
• the DC-DC converter and the fuel cell are shut down due to an abnormality at the same time, power cannot be supplied in the morning, making it impossible to drive the vehicle.
• An object of the present invention is to provide a power supply system that can solve at least one of the above-described problems of the prior art and a vehicle including the same. Means for solving the problem
• the present invention comprises a plurality of drive motors, a power converter that converts a DC voltage, and a plurality of power supplies that output power to the plurality of drive modules and that have different output voltages from each other, and Each of the plurality of power supplies is connected to at least one of the plurality of driving motors without passing through the power converter, and at least one of the plurality of driving motors through the power converter. It is a power supply system characterized by being connected to.
• FIG. 1 is a diagram showing a configuration of a power supply system according to an embodiment of the present invention.
• FIG. 2 is a diagram showing a flowchart of control of the power supply system in the embodiment of the present invention.
• FIG. 4 is a diagram showing a flow chart when the power supply system according to the embodiment of the present invention is abnormal.
• FIG. 5 is a diagram showing a flow chart when the power supply system according to the embodiment of the present invention is abnormal.
• FIG. 6 is a diagram showing a configuration of a modified example in the embodiment of the present invention.
• FIG. 7 is a diagram showing a configuration of a modified example in the embodiment of the present invention.
• the power supply system 100 As shown in FIG. 1, the power supply system 100 according to the embodiment of the present invention Power supply 1 0, second power supply 1 2, voltage converter 1 4, first inverter circuit 1 6, first motor circuit 1 8, second inverter circuit 2 0, second motor circuit Evening 2 2 and control circuit 24 are included.
• the power supply system 100 is a vehicle driven by the first power source 10 and the second power source 12 using at least one of the first motor 18 and the second motor 22 as a drive source. Can be applied to.
• the configuration in the present embodiment can also be applied to a hybrid vehicle provided with an engine.
• the first power supply 10 is a DC power supply that is the main power supply of the power supply system 100 in the present embodiment.
• the first power supply 10 can be a fuel cell that obtains electric energy by supplying a fuel gas such as hydrogen and an oxidant gas such as oxygen to the electrolyte membrane.
• the fuel cell can be of a solid polymer type, a phosphoric acid type, a molten carbonate type, or the like.
• the present invention is not limited to this, and various types of power generation means (for example, engine drive generators) having a capacity capable of stably driving the motor can be applied as the first power supply 10. is there.
• the first power supply 10 is configured so that the output power can be adjusted in accordance with a control signal from the control circuit 24.
• the output power can be adjusted by an existing control method. For example, the supply amount of the fuel gas or oxidant gas supplied to the first power supply 10 and the moisture content of the fuel gas or oxidant gas may be adjusted.
• the first power supply 10 is provided with a voltage sensor, a current sensor, and the like. The power output from the first power supply 10 is measured by these sensors and output to the control circuit 24 as a measurement signal.
• the second power source 12 is a DC power source serving as an auxiliary power source for the power source system 100 in the present embodiment.
• the second power supply 12 is often a power supply having a different output voltage from the first power supply 10.
• the second power source 12 is preferably a secondary battery capable of charging / discharging the regenerative energy from the morning or the excessive power from the first power source 10.
• the secondary battery nickel hydrogen type, lithium ion type, etc. can be applied.
• the second power source 12 is not limited to this, and various types of power sources can be applied.
• the second power source 12 is configured to be able to adjust the output power in accordance with a control signal from the control circuit 24.
• the output power can be adjusted by an existing control method. For example, the resistance value of a resistor connected in series to the second power source 12 may be adjusted.
• the power source 1 2 is provided with a voltage sensor, a current sensor, and the like. The power output from the second power source 12 is measured by these sensors and output to the control circuit 24 as a measurement signal.
• the first chamber circuit 16 and the second chamber circuit 20 each include a circuit that converts DC power into three-phase AC.
• the first inverse circuit 16 and the second inverse circuit 20 are configured so that the cross flow conversion can be started and stopped by a control signal from the control circuit 24.
• the first inverter circuit 16 is started or stopped according to the output power of the first power supply 10.
• the second inverter circuit 20 is started or stopped according to the output power of the second power source 12.
• the first motor 18 and the second motor 22 are synchronous motors driven by three-phase AC power.
• the first module 18 and the second module 22 are configured to be started and stopped by a control signal from the control circuit 24.
• the first mode 18 is started or stopped according to the output power of the first power source 10.
• the second mode 22 is started or stopped according to the output power of the second power source 12.
• the first power supply 10 is connected to the first motor 18 through the first inverter circuit 16.
• the DC power supplied from the first power supply 10 is converted into three-phase AC by the first inverter circuit 16 and supplied to the first motor 18.
• the second power source 12 is connected to the second motor 22 through the second inverter circuit 20.
• the DC power supplied from the second power source 12 is converted into a three-phase current by the second inverter circuit 20 and supplied to the second motor 22.
• the outputs of the first motor 18 and the second motor 22 are transmitted to the vehicle axle via a transmission, a clutch, etc. for changing the rotation ratio.
• a four-wheel drive vehicle can be configured by using the first motor 18 for driving the front wheels and the second motor 22 for driving the rear wheels.
• the voltage converter 14 is a DC voltage converter circuit such as a DC-DC converter, or a cross-flow voltage converter such as a DC-AC comparator, depending on the type of power supply connected and the type of motor. It is comprised including.
• the first power source 10 is a fuel cell
• the second power source 12 is a secondary battery
• the first motor 18 is a DC-DC converter
• the voltage converter 14 is configured to be able to start and stop voltage conversion by a control signal from the control circuit 24. For example, the voltage converter 14 is started or stopped according to the output power of the first power supply 10 or the second power supply 12.
• the first power supply 10 and the second power supply 12 are connected via a voltage converter 14.
• the first power supply 10 and the second power supply 1 2 are connected via the voltage converter 14 so that they are connected in parallel with the first motor 18 or the second motor 22.
• the voltage converter 14 matches the output voltage of the first power supply 10 to the output voltage of the second power supply 12 and supplies it to the second inverter circuit 20.
• the voltage converter 14 matches the output voltage of the second power supply 12 with the output voltage of the first power supply 10 and supplies it to the first inverter circuit 16.
• the voltage converter 14 is used to connect a plurality of power supplies having different output voltages.
• the control circuit 24 controls the power supply system 100 in an integrated manner.
• the control circuit 24 can be configured by a micro-combination provided with a CPU, a storage unit (semiconductor memory; RAM, ROM, etc.).
• the control circuit 24 receives the measurement signals indicating the output power of the first power supply 10 and the second power supply 12 and controls each part according to these signals. In addition, it receives a signal from a position sensor or the like attached to an accelerator pedal (not shown) and calculates the required power required for the power supply system 100. Then, the first power source 10, the second power source 12, and the voltage converter 14 are controlled according to the calculated required power, and the first mode 18 and the second mode are controlled. Evening 2 Adjust the power supplied to 2.
• step S 10 the control circuit 24 acquires necessary power.
• the control circuit 24 receives a signal obtained by measuring the amount of depression of an accelerator pedal (not shown) by a position sensor or the like, and calculates a required power Wx required for the power supply system 100.
• the required electric power W x can be calculated by applying existing technology.
• step S 1 2 the calculated power requirement Wx is the first power source that is the main power source 1 0 It is determined whether it is within the high efficiency output range.
• the control circuit 24 refers to the output-efficiency correlation table of the first power supply 10 stored and held in the storage unit, and the required power Wx calculated in step S10 is a predetermined high-efficiency output range. Investigate whether it is in W RNG . It is preferable that the output-efficiency correlation table of the first power supply 10 is measured in advance and stored in the storage unit.
• the output power and efficiency of the first power supply 10 generally have a correlation as shown in the graph of FIG.
• the efficiency gradually increases as the output power increases, and when the output power at the maximum efficiency point is exceeded, the efficiency gradually decreases as the output power increases.
• the range of output power exceeding the predetermined efficiency of 77 TH is defined as the high efficiency output range W RNG .
• the high efficiency output range W RG N is preferably in the range of 7% to 30% of the maximum output.
• step S 14 If the required power W x. Is within the predetermined high-efficiency output range W R NG , the control circuit 24 shifts the processing to step S 14 and the required power W x is within the predetermined high-efficiency output range W R NG. If the required power Wx is lower than the predetermined high-efficiency output range W RN (5 , the process proceeds to step S 18.
• step S 14 power is supplied from the first power source 10 to drive the first motor 18. Since the required power W x is within the high-efficiency output range W RNG of the first power supply 10, the control circuit 24 outputs a control signal to the first power supply 10 and requires it from the first power supply 10 DC power of power W x is supplied to the first chamber circuit 16.
• the first power source 10 is a fuel cell, for example, control can be performed so that the necessary power WX is output by controlling the flow rate of the fuel gas or the oxidant gas.
• the first impeller circuit 16 converts the direct current into a three-phase alternating current and supplies it to the first motor 18. As a result, the necessary driving force is output from the first motor 18. At this time, since power can be supplied without going through the voltage converter 14, it is possible to avoid a decrease in efficiency due to power consumption in the voltage converter 14.
• the second motor 22 may be driven by supplying power from the first power supply 10 via the voltage converter 14 as necessary.
• the control circuit 24 controls the voltage conversion of the voltage converter 14 and supplies the output power from the first power supply 10. Distribute to the first inverse circuit 16 and the second inverse circuit 20 at a desired ratio. In this case, since electric power is supplied to the second motor 22 through the voltage converter 14, the overall efficiency is lower than when only the first motor 18 is used.
• the power supplied excessively from the first power supply 10 may be charged to the second power supply 12 via the voltage converter 14. Further, the regenerative energy from the first motor 18 may be charged to the second power source 12 via the voltage converter 14.
• step S 16 driving is performed using both the first power supply 10 and the second power supply 12. That is, power is supplied from a plurality of power supplies to a plurality of drive motors without going through a voltage converter so as not to exceed the maximum output power in each of the plurality of power supplies. Since the required power Wx is higher than the high-efficiency output range W RNG of the first power supply 10, the control circuit 24 allocates the required power Wx to the first power supply 10 and the second power supply 12 and outputs them. .
• the control circuit 24 transmits a control signal to the second power source 12 and sets the maximum output value W 2MAX that can be output by the combination of the second power source 1 2 and the second power source 2 2. Output from the second power source 1 2 to the second inverter circuit 20.
• the maximum output value W 2MAX that can be output by the combination of the second power source 1 2 and the second mode 22 is preferably measured in advance and stored in the storage unit of the control circuit 24.
• the maximum output value W 2MAX changes according to the charging status, and therefore it is also preferable to determine the maximum output value W 2MAX according to the charging status.
• the control circuit 24 can determine the maximum output value W 2MAX according to the output voltage of the second power supply 12.
• the second inverter circuit 20 converts the direct current into a three-phase alternating current and supplies it to the second motor 22.
• the control circuit 24 sends a control signal to the first power supply 10 to output a power W D1 minus the maximum output value W 2MAX from required electric power Wx to the first power supply 10.
• the first imp / over circuit 16 converts the direct current into a three-phase alternating current and supplies it to the first motor 18. As a result, a driving force corresponding to the required power Wx is output from the first motor 18 and the second motor 22.
• the control circuit 24 transmits a control signal to the first power supply 10 and the maximum efficiency power at which the first power supply 10 has the maximum efficiency. Force WH is output from the first power supply 10.
• the first inverter circuit 16 converts the direct current into a three-phase alternating current and supplies it to the first motor 18.
• the control circuit 24 sends a control signal to the second power supply 1 2, to output power W D2 minus the maximum efficiency power WH from required electric power Wx to the second power supply 1 2.
• the second inverter circuit 20 converts the direct current into a three-phase alternating current and supplies it to the second motor 22.
• a driving force corresponding to the required power Wx is output from the first motor 18 and the second motor 22.
• the power W D2 exceeds the maximum output value W 2MAX that can be output by the combination of the second power source 1 2 and the second mode 2 2, the excess is exceeded by the first power source 10 and The combination of the first mode 18 may be borne.
• step S 18 it is determined whether the required power Wx is equal to or less than the maximum output value W 2MAX that can be output by the combination of the second power source 12 and the second motor 22.
• the control circuit 24 checks whether or not the required power Wx calculated in step S10 is less than or equal to the maximum output value W 2MAX . If the required power Wx is less than or equal to the maximum output value W 2MAX , the process proceeds to step S20 , and if the required power Wx is higher than the maximum output value W 2MAX , the process proceeds to step S22 .
• step S 20 electric power is supplied from the second power source 12 to drive the second motor 2 2. Since the required power Wx is less than or equal to the maximum output value W 2MAX , the control circuit 24 outputs a control signal to the second power source 12 and converts the DC power of the required power Wx from the second power source 12 to the second inverter. Supply to evening circuit 20.
• the second chamber circuit 20 converts the direct current into a three-phase alternating current and supplies it to the second motor 22. As a result, the necessary driving force is output from the second motor 22. At this time, since power can be supplied without going through the voltage converter 14, it is possible to avoid a decrease in efficiency due to power consumption in the voltage converter 14.
• the system also depends on the unit efficiency of the fuel cell as the first power source 10, the charge / discharge efficiency of the secondary battery as the second power source 12, and the conversion efficiency of the voltage converter 14. It is preferable to perform control so as to achieve the highest efficiency as a whole.
• the first motor 18 may be driven by supplying power from the second power source 12 via the voltage converter 14 as necessary.
• the control circuit 24 controls the voltage conversion of the voltage converter 14 and outputs the output power from the second power source 12 at a desired ratio to the first inverter circuit 16 and the second inverter. Distribute to evening circuit 20 In this case, since the power is supplied to the first module 18 through the voltage converter 14, the overall efficiency is lower than when only the second module 22 is used. Sometimes.
• step S 22 power is supplied from the first power supply 10 to drive the first module 18.
• the control circuit 24 Since the required power W x exceeds the maximum output value W 2 MAX , the control circuit 24 outputs a control signal to the first power supply 10 and outputs the DC power of the required power W x from the first power supply 10 Is supplied to the first inverter circuit 16.
• the first inverter circuit 16 converts the direct current into a three-phase alternating current and supplies it to the first motor 18. As a result, the necessary driving force is output from the first motor 18.
• the unit efficiency of the fuel cell that is the first power source 10 the charge and discharge efficiency of the secondary battery that is the second power source 12, and the conversion efficiency of the voltage converter 14 It is preferable to perform control so as to achieve the highest efficiency as a whole.
• step S 14 when performing four-wheel drive, etc., if necessary, power is supplied from the first power source 10 through the voltage converter 14 and the second motor 2 2 is turned on. May be driven.
• a drive motor connected via a voltage converter and a drive motor connected via a voltage converter can be provided from each power supply.
• the control circuit 24 receives the power measurement signal from the first power supply 10 and starts the following control when the output power of the first power supply 10 is greater than or equal to a predetermined abnormality threshold W AB 1 .
• Such an abnormality can occur, for example, when an abnormality occurs in a semiconductor element included in the voltage converter 14.
• step S 30 the output of the first power supply 10 is stopped.
• the control unit 24 determines that an abnormality has occurred in the first power supply 10, and the first power supply 10 Send a control signal to 10 to stop at least one supply of fuel gas and oxidant gas to the first power source 10.
• step S 3 2 the voltage converter 14 is stopped.
• the control unit 24 transmits a stop signal to the voltage converter 14 and stops the voltage conversion of the voltage converter 14.
• the first mode 18 connected to the first power source 10 without going through the voltage converter 14 stops.
• the first chamber / overnight circuit 16 is stopped.
• the control unit 24 sends a stop signal to the first inverse circuit 16 to stop its function. -In step S 3 6, power is supplied from the second power source 1 2 to drive the second mode 2 2.
• the control circuit 24 investigates whether the required power W x is less than or equal to the maximum output value W 2 MAX . If the required power W x is less than or equal to the maximum output value W 2 MAX , a control signal is output to the second power source 1 2 and the DC power of the required power W x is supplied from the second power source 1 2 to the second inverter.
• Evening circuit 20 If the required power W x is greater than the maximum output value W 2 MA X , a control signal is output to the second power source 1 2 and the DC power of the maximum output value W 2 MAX is The signal is supplied to the circuit circuit 20.
• the second chamber circuit 20 is Converts direct current to three-phase alternating current and supplies it to the second motor 22. As a result, as long as the capacity of the second power source 12 allows, at least the minimum necessary driving force can be output from the second motor 22.
• the control circuit 24 starts the following control when the output power measurement signal received from the second power source 12 is equal to or greater than a predetermined abnormality threshold W AB 2 .
• Such an abnormality can occur, for example, when an abnormality occurs in a semiconductor element included in the voltage converter 14.
• step S 40 the output of the second power source 12 is stopped.
• the control unit 24 determines that an abnormality has occurred in the second power source 1 2, and the second power source 1 2 1 Send a control signal to 2 to stop the output of the second power supply 1 2.
• step S 4 2 the voltage converter 14 is stopped.
• the control unit 24 transmits a stop signal to the voltage converter 14 and stops the voltage conversion of the voltage converter 14.
• the second module 22 connected to the second power source 12 without going through the voltage converter 14 stops.
• step S 44 the second inverse circuit 20 is stopped.
• the control unit 24 sends a stop signal to the second inverter circuit 20 to stop the function.
• step S 46 electric power is supplied from the first power supply 10 to drive the first module 18.
• the control circuit 24 checks whether or not the required power W x is less than or equal to the maximum output value W 1 MAX of the first power supply 10. When the required power W x is less than or equal to the maximum output value W 1 MA X , a control signal is output to the first power source 10 and the DC power of the required power W x is supplied from the first power source 10 to the first inverter.
• the present invention can also be applied to a power supply system and a vehicle having two or more power supplies.
• a power supply system 10 0 2 in which three power supplies 10, 1 2, 2 6 are connected to each other using two voltage converters 1 4, 2 8. .
• the third power supply 26 is a DC power supply that serves as an auxiliary power supply for the power supply system 10 2.
• the third power source 26 is often a power source having a different output voltage from the first power source 10.
• the third power source 26 is preferably a secondary battery capable of charging / discharging the regenerative energy from the night and the excess power from the first power source 10.
• the third power supply 26 is configured to be able to adjust the output power in accordance with the control signal from the control circuit 24.
• the third power source 26 is provided with a voltage sensor, a current sensor, and the like. The electric power output from the third power source 26 is measured by these sensors and output to the control circuit 24 as a measurement signal.
• the third chamber circuit 30 includes a circuit that converts DC power into three-phase AC.
• the third chamber circuit 30 is configured to be able to start and stop the direct-current conversion by a control signal from the control circuit 24.
• the third mode 3 2 is a synchronous mode driven by receiving three-phase AC power.
• the third morning evening 3 2 Control circuit 2 It is configured to be able to start and stop by the control signal from 4 o
• the third power source 26 is connected to the third motor 32 via the third inverter circuit 30.
• the output of the third motor 32 is transmitted to the axle of the vehicle via a transmission, clutch, etc. for changing the rotation ratio.
• a six-wheel drive vehicle can be configured using the first motor 18, the second motor 22 and the third motor 32.
• the voltage converter 28 includes a DC voltage conversion circuit.
• the voltage converter 28 is configured to be able to start and stop voltage conversion by a control signal from the control circuit 24.
• the first power supply 10 and the third power supply 26 are connected via a voltage converter 28.
• the voltage converter 14 matches the output voltage of the first power supply 10 with the output voltage of the third power supply 26 and supplies it to the third inverter circuit 30.
• the voltage converter 28 matches the output voltage of the third power supply 26 with the output voltage of the first power supply 10 and supplies the output voltage to the first inverter circuit 16.
• the first power source 10 is the main power source and the required power W x is within the high efficiency output range W H NG of the first power source 10, the first power source 10 is used. The first mode — evening 1 8 is driven. If the required power W x is not within the high-efficiency output range W RNG of the first power source 10 0, the required power W x will not exceed the maximum output power of the second power source 12 and the third power source 26. A portion of the load is distributed to the second power source 1 2 and the third power source 26.
• the remaining normal power supply is used to drive the motor. At this time, the loss caused by the voltage converter can be suppressed by driving a motor connected to a normal power source without going through the voltage converter.
• a configuration in which three or more motors are driven by two power supplies may be employed.
• four power supplies 1 0, 1 2 are connected to four inverter circuits 1 6, 2 0, 3 0, 3 4, and 4 motors 1 8, 2 2, 3 2 , 3 6 can be connected to the power supply system 1 0 4.
• the first motor 18 and the third motor 32 are connected to the first power source 10 without going through the voltage converter 14, and the second motor 22 and the second motor 22 are connected.
• 4 4 3 6 are connected via voltage converter 1 4.
• the second motor 22 and the fourth motor 36 are connected to the second power source 12 without going through the voltage converter 14 and the first motor 18 and the third motor 36 are connected.
• Module 3 2 is connected via voltage converter 14.
• the first mode 18 and the third mode 32 are handled in the same manner as the first mode 18 in the above embodiment, and the second mode 22 and The fourth mobile 36 can be handled in the same manner as the second mobile 22 in the above embodiment.

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• Electric Propulsion And Braking For Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
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• 2005
  • 2005-04-04 JP JP2005107124A patent/JP4222337B2/ja not_active Expired - Fee Related
• 2006
  • 2006-04-03 US US11/887,423 patent/US7863838B2/en not_active Expired - Fee Related
  • 2006-04-03 WO PCT/JP2006/307511 patent/WO2006107109A1/ja active Application Filing
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  • 2006-04-03 DE DE112006000801T patent/DE112006000801T5/de not_active Withdrawn
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